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Wu imms ssww A. V. T. DAY. TRAFFIG CONTROLLING SYSTEM.

' APPLICATION FILED JULY 12. 191].-

Patented July 1, 1919.

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ALBERT V. '11. DAY, DIE NEW ROCHELLE, YORK, ASSIGNOR TO THE UNION SWITCH & SIGNAL C=MPANY,0ESWISSVALE, PENNSYLVANIA, A CORPORATION OF PENN- SYLVANIA.

TRAFFIC-CONTROLLIHG SYSTEM.

, 1,308,401, 7 Specification Letters t t Patented July 1, 1919.

' Continuation of application Serial No. 637,774, filed July 10, 1911. This application filed July 12, 1911.

Serial No. 638,229.

v To all whom it may concern:

Be it known that I, citizen of the United States, residing at New Rochelle, N. Y., in the county of WVestchester'and State of New York, haveiinventedreliability of operation, and simplicity and cheapness oi:- construction and ma ntenance.

Other objects and advantages of my invention will appearffrom the following description. f. 1 i

In its broad aspect my inventioncomprehends'the'combination of a train-retarding and a signaling mechanism on a; railway vehide and havlng. normal'"tendenciesito assunie retardin and dangerconditions, respectively, wit min a predetermined period,

and extraneous controllingmeans for restor ing the mechanisms to non --retarding and clear conditions, respectively.

My invention also comprehends various more particular features and combinations of parts as will hereinafter appear.

The present application is acontinuation I of my co-pending application filed July 10,

1911, Serial No. 637,774, so far as the sub ject-matter common to the two is concerned.

I shall now describe the embodiment of my invention illustrated in the-accompanying diagram, and shall thereafter point out invention inclaims.

111 the diagram one track only is shown, the rails R of which are divided by insulation I into the usual signal blocks. Two signal stations A and B and the block between these stations together with a portion of the block in rear and the block in advance of the block-AB, are shown; The conventional home vand distant signal system is shown in which the home signals Hare govl directly by the track relays 1* at their ctive stations, and the distant signals D are governed'by the respective home sig' uals H of the station immediately in advance. A train T is in the block Al3 and ALBERT V. T. DAY, a

hence both of the signals at station A are at danger, while-both signals at station E are at clear, lndicating clear trafiic conditions in Ja -B. By, the clear or non-retarding traflic condltlons, as used herein; 1s meant those 1 conditions of a block which are ordinarily indicated by a clear signal; while by danger oraetarding .trafiic conditions is meant those conditions which are ordinarily indicated by a danger or caution signal. The train T carries a signaling apparatus and a retarding sume the danger position unless prevented by extraneous means. In reference to the train-retarding apparatusl shall speak of a clear or non-retarding conditionas the conditionwhich the apparatus assumes in response to .clear or non-retarding traffic conditions, and of danger or retarding con dition as the condition which the apparatus automatically assumes underdanger or rethe two blocks next ahead of the block a tardingt'raflic conditions. Similarly I shall speak, ofdan er or retarding condition in reference to tie signaling apparatus as the condition assumed by the apparatus under danger or retarding trafiic conditions, and of clear or non-retarding condition as the condition assumed by the apparatus in response to clear or non-retarding traffic-cond tion. l v The retarding apparatus, otherwise referred to as the train stop, consists of means 'foropening a vent connecting with the train pipe andgthus applying the brakes. The signaling apparatus is of the class commonly known as cab signals and includes both a visual signal being illustrated as a semaphore and the audible signal as a bell. The valve lot the retarding apparatus is oper ated by the movement of an arm'atureQ of a controlling electro-magnet 3, and seats in theentrance to a pipe 4 connected to the train pipe, and so controls the escape of air from the train pipe. When the magnet 3 is denergized, the armature 2 falls by gravity or other retractile force and the valve 1 opens and the brakes are applied to the train in the usual way. A hand valved is prolllh vided in the pipe 4&0 regulate the rapidity of the escape of air when the valve '1 is opened, and hence the character of the application of the brakes. Asa general rule the valve 5 will be so adjusted that the opening of the valve 1 will cause a service application of the brakes to be made.

The semaphore 6 and hell 7 of the signaling apparatus are governed by a contact finger 8 controlled by a controlling electromagnet' 9. The semaphore is the so-called upper quadrant signal and is mechanically connected to the contact finger 8 so that it is held up to clear position when the contact finger is attracted. hen the magnet 9 is deenergized the contact fin er 8 falls by gravity or other retractile force and pulls the semaphore 6 to danger and at the same time engages a contact stop 10 and closes an electric circuit through the bell7 as follows: from the battery 11 through contact finger 8, contact stop 10, wire 12, bell 7 and wire 14 back to the battery.

v To control the circuits of the magnets 3 and 9, controlling mechanism is provided responsive to the .movement of the train T to "open the circuits after a predetermined interval of movement of the train. A shaft15. is connected to a wheel of the train T, preferably one of the drive wheels of the locomotive, by the engagement of a worm 16 on the shaft with a worm 17 on the wheel, and is rotated thereby in the direction indicated by the arrow as the train proceeds A worm 18 on the opposite end of the shaft 15 meshes With a worm-wheel 19 fixed on a shaft 20 and rotates it in the direction indicated by the arrow. Mounted loosely on the shaft 20 is the hub 21 of an arm 22, on the,outer end ofwhich arm is v a soft iron arcuate' core 23, of an arcuate solenoid 24; When the solenoid 24 is energized the core 23 is drawn up into the solenoid anttis held there while the solenoid remains energized, but when the solenoid is deenergized the core tends to fall out by gravity or other retra'ctile force. The arm 22, however, is frictionally connected -to the worm-wheel 19 by a friction spring 25, which is a flat spring attached to the arm 22 and bears against. the face of the worm-wheel 10 with sufficient friction to cause the arm 22 to move with the wormbrushes 27 and 28 wipe on to the insulation when the core 23 is nearly out of the solenoid, as shown in the diagram. When the brushv 27 is in contact with the hub 21, the signal apparatus controlling magnet 9 is energized as follows: fronfithe battery 11 through wire 29, magnet 9, wire 30, brush 27, hub 21, shaft 20, worm-wheel 19, shaft 15 and wires 13 and 14 back to the battery. When the brush 28 is in contact with the hub 21, the retarding apparatus controlling magnet '3 is energized as follows: from the battery 11 through wire 29, magnet 3, wire 31, brush 28,. hub 21, shaft 20, Worm-wheel 19, shaft 15, and

Wires 13 and 14 back to the battery. It is apparent therefore, that when the brushes 27 and28 are in contact with the periphery of the hub 21, the magnets 3 and 9 are energized in parallel and the signaling and retarding apparatuses are both held at clear or non-retarding position; but when the brushes wipe on to the insulation 26, the magnets are deenergized and the respective apparatuses automatically assume danger or retarding position or condition. In its controlling condition, therefore, that is, the condition which exists when the brushes are in contact with the periphery of the hub 21, this controlling mechanism prevents the signaling and retarding apparatuses from performing their natural functions and assuming danger or retarding position or condition; but in its non-controlling condition, that is, the condition whichexists when the brushes are in contact with the insulation 26, the controlling mechanism no longer prevents the signaling and retarding apparatuses from performing their natural functions.

To reset the controlling mechanism, extraneous means are provided for energizing the solenoid 24 and drawing the core 23 up into the solenoid and so rotating the hub 21 until the insulation 26 is at its maximum distance from the brushes 2? and 28. The extraneous energizing 1neans are under the control of the signals at the various signalstations along the track.

and, as illustrated, are directly controlled by the distant signals, and are responsive to clear trafiic COllCllblOllS as lndlcated by clear distant signals to reset the controlling mechanism. At each signal station is a contact rail S in position to be engaged by a contact shoe 32 on the train T. The portion of the resetting mechanism which is carried'by the train includes a battery 33, a quick acting magnet 34 and a slow acting magnet 35. The quick acting magnet. 34 is energized only when the contact shoe 32 is in contact with the contact rail S, as will be explained later, and when the magnet 34 is deenergized, the slow acting magnet 35 is energized as follows: from the battery 33, through contact finger 36 controlled by the magnet 34, back contact 37,

wire 38,.n 1agnet 35, and wire 39 back to the battery. When the shoe 32 engages the. contactrail S, provided the distant slgnal Dis at fclear, the solenoid 24 is energized as' follows from the local battery 40 through contact .finger 41 under the control of the track relay .1" he 59, contact finger ith'e hom'e signal H,

ntact' point 49, contact finger 50, under jthe oontrol oft'he distant signal D, Wire. 51, contact rail S, contact shoe 32, wire 42, f contact finger 43 of the slow acting magnet,wire 44,- contact finger 45 of the-slow acting magnet, wire tery 33 through contact finger 36, front contact stop 53, wire 44, contact finger 45, wire 46, solenoid 24, and wire 39 back to the battery. The solenoid 24 is, therefore, energized .by a double battery force and hence draws u the core 23 and resets the controlling mec anism very quickly upon the engagement of the shoe 32 with the contact rail S. The picking up of the contact finger 36 breaks the circuit of the slow acting magnet 35 at the back contact point i 37, but since the magnet 35 is slow acting, it holds up its contact fingers 43 and 45 sufiiciently long to insure the complete energization of the solenoid 24 and the complete resetting of the controlling mechanisin. The contact fingers 43 and 45 are soon dropped, however, and the solenoid 24 is then deenergized andthe mechanism is again ready to start from controlling to non-controlling position irrespective of continued engagement of the shoe 32 with the contact rail i It will be noted that the slow acting magnet 34 serves to permit the use of a short contact rail, since all the extraneous energization of the train-carried apparatus that is needed is enough to energize the quick acting magnet 34, which is sufficiently quick acting to require but substantially an instantaneous contact of the shoe 32 With the rail S. When the finger 36 is picked up a local circuit is established through themagnet 34 as follows: from battery 33, contact finger 36, wire 44, contact finger 43, wires 42 and 52, magnet 34-, and Wires 47 and 39 back to the battery. Therefore, the finger 36 is held up against its front contact and the solenoid 24 is energized by the battery eno h to insure that thef -f 33 as long as the slow acting magnet 35 holds up its contact finger, and the magnet 3-5 ,"niade suiiiciently slowtacting to hold resetting. of the mechanism as above descrlbed, the train will run one complete block and to the point at in the next block, at Which'point the controlling mechanism reaches non-controlling position, providedv the mechanism is not reset at the signal station at the entrance to the block.

The point as is a safe stopping distance from the end of the block. To enable the operator to run under control after passing a caution signal and after reaching the point 00, a manual hold-out is provided. This consists of a hand lever 54 mounted loosely on the end of the shaft 20 and free to oscillate between a back stop pin 55 and a front stop pin 56. The lever 54 hangs by gravity against the back stop pin 55 in such position that a pin 57 on the end of the arm 22 strikes the lever 54 just as the retarding apparatus brush 28 Wipes on the insulation 26. The signal apparatus brush 27 is slightly in advance of the brush 2S with the result that the bell 7 is rung and the semaphore 6 moved to danger a short interval of time before the valve 1 is opened and the brakes applied. When the operator receives this warning signal he may swing the lever 54 up to the front stop pin 56 and thus, due to the engagement of the pint? with the lever 54. rotate the hub 21 a slight distance and partially reset the mechanism, in which position it may be held by the hand lever as long as the operator remains at his post. Should he release the hold-out lever, his train could run but comparatively short distance before the brakes would be automatically applied, the amount of this limited unretardcd movement being determined by the amount of back-set i1nparted to the hub 21, depending on the posi' tion of the stop 56. Hence the headway permitted by the manual reset may be but fifty or one hundred feet, allowing the operator a short instant to turn away from his post, While his train is moving slowly, without incurring an automatic application of the brakes, but not giving him any appreciable time to leave his post without causing an automatic application of the brakes when. his train is running at high speed. It will be noted that any failure of the system is a safe failure, that is. the Warning signals will be given and the brakes applied unless prevented.

This hold-out,

therefore, is serviceable to enable theoperator to' run in case of any derangement or failure of the apparatus.

In case the train is run backward, the

- 5 core 23 will 'be carried up into. the solenoid until the arm 22 engages the solenoid, after which further backward'movement of the. core and'connected parts is prevented, and"v the friction spring 25 will slip idly over the face of the worm-wheel 19. l

It is obvious that various modifications may be made in the embodiment of my invention shown and above particularly described Within the principle and scope of my invention.

In thepresent application I do not claim to assume-danger position in advance of thetrain retarding mechanism, controlling mechanism for the train sto and signaling apparatus having'a contro ling and noncontrolling condition and having an automatic tendency to change from controlling to non-controlling condition in accordance with movement of the train and to permit the train stop and signaling apparatus to retard the train and assume the danger position respectively, and extraneous controlling means responsive to clear traflic conditions in advance-to reset the controlling mechanism away from controlling condi-' tion.

2. In combination, a railway vehicle, means on the vehicle adapted to change gradually toward an ultimate condition, a warning signal controlled by said means and operated thereby just before its ultimate condition-is reached; a device on the 'vehicle for causing an application of the brakes and operated by said means when it reaches its ultimate condition; and devices located in the trackway for causing said means to be ineffective to control the said signal or device exist. a

3. In combination, a railway vehicle; means on the vehicle arranged to change-toward an ultimate condition in accordance with the distance traveled by the vehicle; a warning signal-on the vehicle operated by when safety conditions.

said means just before it reaches its ultimate condition; a device on the vehicle for causing an application of the vehicle brakes when said means reaches its ultimate condition; and devices in the trackway which under one set of conditions will permit of the operation of the warning signal by said means and if disregarded the device for causing the application of the vehicle brakes, and which under other conditions will prevent the said means from operating the warning signal or the device for causing the application of the vehicle brakes.

4. In combination, a railway vehicle, means on the vehicle arranged-to change progressively toward an ultimate condition, and arranged when reset to automatically resume its progressive change toward ulti-' mate condition, a warning signal 'on the vehicle operated through said means before it reaches its ultimate condition, .a device on the vehicle to cause-an application of the brakes and operated through said means when it reaches its ultimate condition, and devices located in the trackway adapted under one set of conditions to permit the said means to cause an operation of said signal and said brake applying device or either of them, and under another set of conditions to reset the said means before an operation of the signal or brake applying device or either of them.

5, In combination, a railway vehicle; means on the vehicle including an electric device arranged to change progressively to ward an ultimate condition and when reset to automatically resume its change toward ultimate condition; a warning signal on the vehicle operated by said means before it reaches its ultimate condition; a device on the vehicle to cause an application of the brakes and operated through said means when it reaches its ultimate condition; and devices located in the trackway with which contact is made to supply current to the electric device of said means, a source of current, and switches for connecting said source of current with the track device according to whether the said means is to be reset or to be permitted to reach its ultimate condition. y

6. In combination, a railway vehicle,

means thereon arranged to change gradually toward an ultimate condition, a warning signal and a normally inactive vehiclestopping device controlled successively by said means, and devices located in the trackway for causing said means to be ineffective to control said signal or said trainstopping device when safety conditions exist.

7. In combination, a railway vehicle, means thereon geared with an axle of the vehicle to change progressively toward an ultimate condition in accordance with the eon 117111 distance traveled by the vehicle, devices located in the t'l'ackv'ay for causing said 111011115 to be restored away from said ultimate condition, and a warning signal and a normally inactive vehicle-stopping device controlled successively by said means.

8. Railway traffic controlling apparatus con'iprising, a vehicle, means thereon arranged to.cl1ange gradually toward an 11ltimate condition, a warning signal and a normally inactive brake controlling device operated successively by said means, and designal is operated.

lln testimony whereof I have allixed my slgnature 1n presence of two witnesses.

ALBERT V. 1. DA 1".

Witnesses:

Vwron l). BURST, BERNARD Comm. 

